Train-control system



Feb. 18,1930. HQLLMY 1,747,368

TRAIN CONTROL SYSTEM Filed June'l6, 1921 s Sheets-Sheet 1 Svweutoz Feb. 18, 1930. I 5, HQLLIDAY 1,747,368 TRAIN CONTROL SYSTEM I Filed June 16,. 1921 s Sheets-Sheet '2 IN Hill!v 1/6 .//6 44 M? iz? W -zz- 17 rm -A 7 1 J3 avwmtoz Feb. 18, 1930. 3, H UDAY 1,747,368

TRAIN CONTROL SYSTEM Patented Feb. 18, 1930 UNITED. STATES PATENT OFFICE JOHN s. noLLIpAY, or NEW YORK, N. Y.;

J. MARGARET HOLLIDAY, ADMINISTRATRIX.

0F SAID JOHN S. HOLLIDAY, DECEASED, ASSIGNOR T0 MATTHEW H. LOUG-HRIDGE,

TRUSTEE, OF BOGOTA, NEW JERSEY TRAIN-CONTROL SYSTEM Application filed June 16,

This invention relates to a train control sys tem in which devices on the track controlled by the condition of the block, operate devices on the train which indicate'when the track is clear or blocked and operate certain devices for controlling the train when the track is blocked and has for an object to secure these or other results from effects communicated inductively between the track devices and the locomotive apparatus and also has for an object to secure these results without the use of permanent magnets either on the track or on the locomotive. This invention also has for an object a means for obtaining avariety of effects on the locomotive apparatus by energizing the track device with currents differing in phase relation, producing a poly-phase operation. These and other objects will be more particularly understood by referring to the following specification and accompanying drawings in which Fig. 1 shows a diagram of an application of my system to a locomotive and the relation of the locomotive devices to the track device, Fig. 2 is a side elevation of the track device, Fig. 3 is a plan of the track wiring, Fig. 4 shows another arrangement of the locomotive wiring using poly-phase current for obtaining the effects on the locomotive from the track, Fig. 5 is a track wiring plan arranged for operating the system as illustrated in Fig. 4, Fig. 6 is a modification of the locomotive wiring and Figs. 6 and 6 are details. l

This invention includes a track device made in the form of an elongated track magnet having a plurality ,of coils which energize elongated pole pieces either by direct or alternating current. The illustrations, however, show the application of the system with alternatin g current only. The track device is herein referred to as a ramp. This, however, does not imply that mechanical contact between the locomotive apparatus and the track device is essential for the working of the system, the terin ramp being used herein as a convenient designation for the track device.

The locomotive device consists of an inductive shoe responsive to the track device or ramp. This shoe consists of two outer members or magnetic yokes with pole pieces sus- 1921. Serial No. 477,867.

the locomotive apparatus. Located between v the aforementioned outer members is placed another shoe at right angles to these members and having a pair of pole pieces influenced by one or more poles of the ramp. This shoe herein referred to as the transformer shoe, includes the magnetic circuit of a transformer having a primary winding which is permanently connected in circuit with a source of alternating current on the locomotive and which under normal conditions, maintains the proceed signal established from the A. 0-. members. As soon, however, as this shoe engages a plate of the ramp the reluctance of the air gap between the pole pieces is thereby greatly reduced and a direct current winding on these pole pieces forces an increasing D. C. flux through the core of the transformer,

thereby saturating this core with the result that the secondary of the transformer is substantially deenergized and the A. CJrelays are deenergized and remain deenergized while this shoe is in engagement with the ramp unless other circuits are established which energize these relays. This effect provides a condition in which the A. 0. shoes responding to the alternating current in the track ramp communicate a proceed signal to the locomotive, thereby canceling the effect of the transformer shoe engaging the ram to establish a stop signal and when the A. energy is absent in the track ramp, the transformer shoe becomes effective to establish a rangment is such that if a train passes over a ramp of a given length below a predeter-- mined speed, the transformer shoe will engage the ramp for a time greater than the time interval of said device which thereby operates and energizes a stick relay which prevents the application of the brakes and on the other hand if the speed of the train is above a predetermined limit, the time element device does not operate and the former device having operated and released the stick relay, the brake application is made immediately thatthe transformer shoe is disengaged from the ramp and it remains set until manually release The arrangement in Figs. 4 and 5 is modilied to show a system controlling over two blocks and giving an indication of stop, caution and clear on the locomotive obtained from a ramp energized by two independent sets of coils which differ in phase from each other and thereby operate a poly-phase'relay on the locomotive according to the phase relation of the track apparatus. The term shoes herein referred to, relates to the magnetic yokes of the locomotive devices which come under the magnetic influence of the track ramp and may be arranged either to make contact with the ramp or to pass over the ramps without making contact.

Referring to the drawings, 11 represents the track rails and 12 represents the ramps,

13 is a wooden support for the laminated ramp poles 14 and 15 having the laminated cores 16 spaced at intervals and upon which the coils 17 are placed[ In Fig. 3, 21 represents a track relay energized by a transformer 22 in accordance with the standard type of track circuit. 23 and 24 are a transmission line energized from the transformer 25. The coils 17 are energized by connection 26 relay contact 27 and Wire 28 to coils 17 and return conductor 29 to wire 24. 12 represents a ramp shorter in length than the ramps 12 and energized by coil 17 in multiple with the coil 17 for the block B, as will be more particularly described in connection with the speed control system. This arrangement is in accordance with the established practice in block signaling.

On the locomotive a battery 31 is provided controlled by the double pole, double throw switch 32, connecting by wires 35 and 36 to a D. C. motor 33 which drives an A. C. generator 34, thereby providing a continuous supply of alternating current on the locomotive.

41 represents the magnetic yoke of a memresponding yoke is provided on the opposite side having similar reference characters.

ergized these coils become in efiect the primary of a transformer of which the coils 45 are the secondary and thereby an induced current is set up in wires 46 and 47 to energize relay 48. If current is absent from the coils 17, it is apparent that relay 48 will not be energized when these yokes pass over a ramp. v

Between the yokes 41 is located the transformer shoe 51 with its poles 52 and 53 at right angles to the poles of yokes 41 and so arranged that these poles engage one plate, only of the ramp. Attention is here called to the fact that the pole pieces 52 and 53 are provided with spring contact brushes 44 also indicated in connection with pole pieces 42 and 43. The object of these spring contact brushes is to reduce the reluctance .of the circuit by providing a yielding metallic connection between the poles of the shoe and the poles of the ramp. It should be understood, however, that this not not an essential part of the system and that the apparatus is designed to function without making actual contact although its efficiency will be materially increased if this contact is provided.

The transformer shoe has a primary winding connectin to one pole of 34 from wire 61 through 0011 56, wire 62 and resistance .or reactance 63 to the other terminal of generator 34, thus permanently establishing the circuit of the primary winding. The circuit of secondary winding 57 is established from the common wire 61 through coil 57, wire 64, contact 65 of relay 84, wire 66, contact 67 'coil 54 connecting by wire 82 to one side of the battery and by wire 83 through the coils of the safety relay 84 and wire 81 to the opposite side of the battery 31. This sets up a permanently established D. C. circuit through the coils 54 and includes the safety magnet 84 in series. There is thus a tendency to create a magnetic flux through each of the transformer cores 56 and 57 This condition, however, is prevented by the reluctance of the air gap between poles 52 and 53 so that the flux passing through the transformer cores created by the coils 54, is comparatively small until the transformer shoe engages a plate of a ramp as shown in Fig. 1, when the magnetic reluctance between poles 52 and 53 is greatly reduced, thereby'forcing a heavy flux from the coils 54 through, the cores 56 and 57 a of the transformer, bringing these cores up to saturation, fthereby for practical purposes, almost eliminating the current from the secondary coil 57 and deenergizing the holding circuit of indicator 70 and the circuits of relays 75 and76. It should here be noted that the purpose of the safety relay 84 is to guard against a possible open circuit in the coils 54. Should such an open circuit occur, this relay will be deenergized and thereby produce the conditions leading to the operation of the train-control. apparatus as will hereinafter be described.

Themagnetic yokes 41 are so arranged as to engage a ramp before the transformer shoe 51 and to hold this engagement after the transformer shoe 51 has passed over the rain loco otive runs front or rear end first. If alternating current is-present in the ramp, relay 48 is energized, setting up a circuit from wire 69 through contact 72 to wire 73, resistance coil 63, wire 62 to generator 34 and wire 71 to indicator 70, thereby holding the indicator energized when the secondary coil 57 is deenergized. On the other hand if relay 48 is not energized when the transformer shoe engages the ramp, the stick circuit of indicator becomes deenergized through contact 67, Wire 66, contact 65 of relay 84 and Wire 64 to the secondary of the transformer shoe, and cannot again become energized until a ramp is encountered energized by alternating current. I,

Ramps are made of various lengths as indicated at 12 and 12, Fig. 3, according to the permissible speed on the track at any articular location. When the secondary o the transformer shoe is deenergized relay 76 is immediately deenergized and relay 75, while it is deenergized is slow releasing, requiring an interval of time to change from the energized to the deenergized position. 98 represents a brake valve or train controlling mechanism which is held energized by the stick relay 86 through wire 97, contact 100, wire 81 to battery and wire 99 from the opposite side of the battery. Stick relay 86 connects on one side to battery wire 82 and on the opposite side by wire 87, contact 91 to wire92, controlled by contact 93 of relay 76 energized, to battery wire 81. When relay 76, therefore, is deenergized, the stick relay 86 is also deenergized. In order, however, to prevent the brake magnet 98 from becoming deenergized while the transformer shoe is on the ramp, a circuit is established from wire 81 through contact 96 of'relay 76 deener- This condition applies Whether the gized, to wire 97 controlling brake valve 98. Contact 96 is designed to close before contact 93 opens. If the train in passing over a ramp, has not exceeded a predetermined speed, then relay has time to open, closing a circuit from battery wire 81 through contact 89 to wire 87 which picks up stick relay 86 and which thereby remains picked up until relay 76 is again energized thus maintaining the circuit of brake magnet 98. An audible signal device 95 is operated by the back contact 93 of relay 76 through wire 94 and wire 82, thereby indicating that relay 76 is operating for each ramp that is engaged.

The usual railroad practice does not require speed control when the track is clear. There fore, the pick up circuit of relay 86 connects by wire 87 through contact 88 of the indicator 7O energized, to the battery wire 81, thereby holdingrelay 86 energized, when the track is clear, without regard to the operation of relays 75 and 76. It is usual to release the train-control apparatus after it has become effective in controlling the train so that a train may proceed under caution to the next block. For this purpose, the push button is provided to be manually operated connecting wire 87 with battery wire 81 and thereby energizing relay 86.

l/Vhen the double pole, double throw switch 32 is changed to the opposite position, the entire system is deenergized and the brake valve 98 is maintained energized through connectio-n 101.

It has been shown that the transformer shoe in passing over a plate of the ramp has the magnetic reluctance between its poles reduced. This condition would also apply when this shoe passes over the track railsof a turn-out such as is shown at G in Fig. 3. This condition, however, does not influence the operation-of the transformer shoe to any appreciable extent for the reason that as the poles of the ramp are located on a higher elevation than the head of the rail, there 'is a very much greater air gap between the head of the rail and the poles 52 and 53, than exists between these poles and the ramp. Also the rails of a turn-out do not run parallel to the running rails-of the main track so that the poles of the transformer shoe pass over the rail head obliquely and as the distance separating the pole pieces is much wider than a rail head, conditions do not prevail from this source which would cause a false operation of the system.

In the arrangement shown in Figs. 4 and 5, the ramp is provided with three pole pieces, 113, 114 and 115, energized by the magnet coils 111 and 112 through the laminated core 116. The ram poles can thus be independently energize with different polarities or they may be energized with current differing wire 189, contact 190 of track relay 21, wire 191, coils 112, wire 192, contact 193 and impedance 194, energizes one set of coils of the ramp and from wire 191, coil 111, wire 195, contact 196 of relay 181 and wire 197, energizes the other coils of the ramp. As shown, it will be noted that in circuit with the coils 112', is included the impedance 194, causing a phase displacement between the currents energizing the'coils 111 and 1 12. lVhen relay 181 is deenergized then contact 193 connects to the wire 195 and contact 196 connects to wire 192, thereby placing the impedance 194 in circuit with coils 111 and removing it from the circuit of coils 112 and thus changing the phase relation between the two sets of coils. A two phase current could, of course, be used instead of a phase-splitting arrangement as here shown and this phase relation could be obtained from two independent ramps, one for instance, on either side of the track, with the coils connected as shown.

The track arrangement in F ig, 5 is in accordance with a well-known practice in block signaling, in which a train in block A decnergizes relay 21 and thereby deenergizes both sets of coils of the ramp, whereas a train in block B deenergizes controlling relay 181 from wire 187, battery 186, contact 185, wire 184, contact 183, wire 182 to relay 181, thus changing about the phase relation in the coils 111 and 112, depending upon whether block B is occupied or unoccupied and deenergizing both of these coils when'block A is occupied. The locomotive apparatus consists of a magnetic yoke 41 having three pole pieces 117, 118 and 119, passing through the vertical plane of the ramp poles 113, 114 and 115 respectively. Between the poles 117 and 118 the coil 120 is placed connecting by wires 122 and 123 to coil 124 of the poly-phase relay 128 and between thepoles 118 and 119, the coil 121 is placed, connecting by wires 125 and 126 with coil. 127 of the poly-phase relay 128. This relay has a rotor armature carrying arm 129 with a contact plate as shown. lVhen either or both of coils 124 and 127 are deenergized, this arm assumes the neutral position shown. lVhen the phase relation in one coil differs from another, this armswings to the side, in one case swinging to the right and making contact. with the terminal 130, establishing a circuit from wire 134 of generator 34 through resistance 133 and wire 132 to .wire 136 and when swung in the-opposite di rection, this arm makes contact with a pair of terminals at 131, establishing a circuit from wire 132 to wire 138 and also to wire 136, hereafter referred to. The transformer shoe 51 has pole pieces 52 and 53 passing over plate 115 of the track ramp. This shoe includes a transformer yoke having a primary coil 151 connecting between wires 135 and 134 from the terminals of the A. C. genera- 'tor34, so that this circuit is permanently enlays 139 and 140 and maintain these relays energized until the transformer shoe-passes over a ramp plate as indicated in Fig. 4, when the magnetic flux is diverted from the secondary core of the transformer through the plate of the ramp, thereby reducing the current in the secondary coils 152 and deenergizing relays 139 and 140, and setting up the conditions leading to a stop effect. The air gap 152 in core 152 assists this condition. 152 is a break in the magnetic circuit with the object of increasing the reluctance of this circuit.

It is common practice to refer to. this as an air gap in the circuit, although in the present case, the shading indicates this gap is filled with a non-magnetic material;

110 represents a light type of cab signal having a green or proceed indication, indicated by the letter G and controlled by wire 164, contact 163 of relay 140, wire 162,

contact 161 of relay 139, towire I34, thereby giving a green indication when relays 139 and 140 are energized. This signal has another light Y giving a caution indication,

controlled by wire 169, contact 168 of relay 140, wire 167, contact 165, of relay 139, deenergized, to the energy wire 134,v or by contact 168 of relay 140, deenergized, wire 166 and contact 165 of relay 139 energized to energy wire 134, thereby giving a caution signal when either of relays 139 or 140 is energized and the other deenergized. This signal also includes a stop indication, indicated by the letter R, controlled by wire 173, contact 172 of relay 140, deenergized, wire 171 and contact 170, of relay 139, deenergized, to en ergy wire 134, thereby giving a stop indication when both relays 139 and 140 are deenergized. This arrangement is more fully explained in United States Patent #1,299,595 and is only shown in the present invention as a convenient means of applying the effects obtained inductively from the track, which may be used for any purpose on the locomotive.

Considering the operation of this system, it will be noted, that if a locomotive engages a track arrangement as shown in Fig. 5, the coils 112 will lag in phase behind the coils 111 with the result that the arm 129 is swung to the left, thereby establishing a pick-up circuit for relays 139 and 140 and maintainmg this circuit while the transformer shoe 51 is under the influence of the track ramp.

Suppose now, that under the same conditions, block B is occupied and relay 181 is deenergized, then coils 111 will lag in phase behind the coils 112, causing the arm 129 of the polyphase relay to swing to the right, establishing a pick-up circuit of block relay 139 and failing to establish the pick-up circuit for relay 140 with the result that relay 140 becomes deenergized, due to the transformer shoe coming under the influence of the ramp. This relay remains deenergizeduntil a phase displacement is obtained to swing arm 129 to the left. If now, blockA is occupied so that both coils 111 and 112 are deencrgize then the block relays 139 and 140 are deener- -gized and remain deenergized until a ramp is encountered having the coils 111 and 112 energized as before described. With this arrangement, it will be noted that a variety of -:ifects may be obtained on the locomotive from a track device energized by currents differing in phase and these effects are obtained in a direct and positive manner, by inductive means Without the use of permanent magnets of any kind.

The modified arrangements shown in Figs. 6, 6 andG include a locomotive shoe with a moving element as a substitute for the transformer shoe, and also include a multiple pole arrangement for providing a path for the direct current flux of the locomotive device through the track device. included in these arrangements is a detector which, in response to each proceed signal received from the ramp, detects the proper working of the stop efiect.

The stop magnet which takes the place of the transformer shoe in the previous illus-- consists of a magnetic yoke having a coil powerfully energized from a source of direct current on the locomotive. This coil creates a flux which under normal conditions raises an armature and holds'it in the trations,

I raised position until this magnet passes over a ramp when a path of less reluctance is provided for the lines of force and which thereby -moves this armature into the opposite position. The armature is raised against gravity for the proceed effect so that if the current is absent the armature will assume the stop position.

The magnetic circuit for the stop magnet just described utilizes the magnetic yokes of the A. C. magnets and takes advantage of the increased number of pole pieces thereby obtained, thus decreasing the reluctance of the magnetic circuit when this magnet comes under the'influence of a ramp.

The construction of this arrangement consists in placing the magnetic yoke of the stop magnet at right angles to, and in contact with,

the cores of the two A. C. magnets with an armature arranged to move in a vertical plane between these magnets. this armature is the primary core of a trans- Another feature Connected to former which energizes or deenergizes the block relays depending upon the position it takes up.

Referring to the drawings in which corresponding'parts of the controlling circuits have similar reference characters to those shown in Fig. 4, 201 is the core of the A. C. magnetic yoke having the pole pieces 202, 203 and 204,aligning with the poles of the three pole ramp as shown in the end elevation in Fig. 6 When a two pole ramp is used, an elevation corresponding to Fig. 6 is provided having the poles aligning as indicated. 205 is the magnetic yoke of the stop magnet. having an extension 206 resting upon the core 201. Pivoted to the inner side of this extension at 207 is the horizontal armature 208 upon which the coil 209-is placed and permanently connected to the circuit of battery 31 through wires 81 and 82, thereby energizing the armature 208 with a powerful flux. This establishes a magnetic circuit through the yoke 205 and the pole 210 to the armature 208 through the magnetic insulation 211 and the block relays 139 and 140 in t 135 to the A. C. generator and inducing a current-in the secondary coils 226 on the stationary core 225 supported by the bracket 227 This secondary has a double winding, one side of which connects to wire 153 and maintains the holding circuit for relay 140 and the other winding connects to wire 154 and maintains the holding circuit for relay 139.

When the stop magnet 205 passes over a ramp as indicated in Fig. 6, then another path is provided for the lines of force created by the magnet coil 209 through the core 201 and the pole pieces through the ridges of the ramp to the pole pieces connected with the core 201 and through the air gap to .the armature 208. Owing to the number of pole pieces and the large amount of iron in this circuit the magnetic reluctance is less than through the path 205 and the insulation 211, with the result that the armature 208 assumes the deenergized position moving into con tact with the core 201 during the time that this magnet is under the influence of the ramp. This action it should be noted, takes place quite independently of the A. C. magnet and the current induced in coils 119 and 120 for the operation of the poly-phase relay 128. As soon as this magnet passes over the ramp the reluctance of the magnetic circuit through cores 201 and 201 is'ffgfgreatly increased and the lines of force pas s through the yoke 205 and raise the armatii g the voke205 to the position shown.

'When the ar1nature'208 is deenergizcdi-nt" moves into the lower position primary and to contact 217 shown in Fig. 6".

core 212 is moved from alignment with the secondary core 225, thereby deenergizing the secondary circuits and deenergizing relays 139 and 140 without providing moving contacts on the armature for thispurpose.

The arm 214 moving with the armature 208 carries contact finger 215 connecting to wire 134 from one side of the A. C. generator. When in the position shown in Fig. 6, a circuit is established from Wire 134, to Wire 216 of the poly-phase relay. 128. When this relay swings to one extreme position a circuit is established between Wire 216 and contact 218 and when in the other extreme position a circuit is established to contact 219. Contacts218 and, 219 connect by wire 220 to the indicating device 221, the opposite side of which connects bywire 135 to the A. C. generator. From this arrangement it will be noted that each time the poly-phase 'relay moves to either extreme position the indicator 221 will be operated if the armature 208 has not changed position. The indicator 221 is, therefore, a detector on the operation of the armature 208; this armature should move to the deenergized position each time a ramp is engaged and the indicator 221 affords a convenient means of showing when the armature 208 fails to operate when passing an energized ramp.

The contact finger 215 makes contact with wire 222 when the armature 208 is in the deenergized position. This wire energizes finger 129 moved by the poly-phase relay 128 and connecting with contacts 130 or 131 for the purpose of completing the circuit of block relay 139 when finger 129 moves to the right and completing the circuit of block relay 140 when finger 129. moves to the left from the A. 0. supply 34. Thus, it will be noted that the energy for the pick-up circuit of the block relays is obtained only when the stop magnet is in the stop position. This affords an additional means of insuring the proper operation of armature 208 when passing over a ramp. It will readily be understood that the1 circuit energizing either of the block relays may include the speed control arrangement shown in Fig. l in which wire 135 is 50- the equivalent of wire 71 and either ofwi-res 153 or 154 is the equivalent of wire 66 and upon the circuit of these wires relays 75 and 7 6 may be operated.

When operating on a poly-phase ramp I prefer to place the magnetic yoke 205 in the centre between coils 119 and 120 as shown in Fig. 6 and when used on a single phase ramp I divide the coil on core 201 into two parts as These parts may be connected in series as shown.

' eludes certain novel arrangements of apparatusonthe train and certain novel constructiio n the way. To a limited extent the rackwa paratus co-operates with the specific locomotive apparatus shown, but in general, the locomotive apparatus can be applied with a variety of types of trackway apparatus-such as'will produce the controlling effects on the locomotive apparatus described, also the trackway apparatus may be used to operate other arrangements of locomotive apparatus from that shown, it is to be understood, therefore, that this invention covers a fullrange of equivalents for the apparatus shown, both on the .trackway and on the train.

Certain features of my invention divided out of this application are embodied in the co-pendingcontinuing in part application, Serial No. 315,314, filed October'26, 1928.

Having thus described my invention, I claim:

1. In combination, a railway track, a ramp on said track,'consisting of a plurality of track, a plurality of sets of coils for energizing said ridges and means for energizing said coils by currents differing in phase.

2. In combination, a railway track, a ramp on said track, consisting of three magnetic ,ridges placed parallel to said track, and an independent set ofcoils for energizing each pair of said ridges. I

3. In combination, a railway track, a ramp on said track consisting of a plurality of magnetic poles, a set of coils placed between each of said poles and means for energizing said coils by currents differing in phase relation.

4. In combination, a railway track, a ramp on said track, consisting of a magnet with three extended poles placed parallel to the track, coils placed between each pair-of said poles and means for energizing said coils.

5. In combination, a railway track, a vehicle thereon, a device on said track, consisting of a plurality of magnets, energized by current of differentphase relation, a device on said vehicle having a' member coacting in ductively with said track device, a relay as- -sociated with said member? and means for operating said relay in response to the phase relation of the current in said track device.

6. In combination, a railway track, a vehicle thereon, a device on said track, consisting of a plurality of magnetic poles, a plurality of sets of coils for energizing said poles with current diflering in phase relation, a. member on said vehicle coacting with said poles and a poly-phase relay Operated by said member. a

7. In combination, a railway track, a vehicle thereon, a device on said. track consisting ofa plurality of magnetic poles, a set of coils placed between said poles, means for energizing said coils by current difi'ering'in phase relation, a member on said vehicle coacting with said track device, said member delivering current differing in phase 'relation corresponding to the phase difference in said track device.

8. In combination, a railway track, a vehicle thereon, a device on said track, consisting of a plurality of magnets, a set of coils for energizing each of said magnets, means for energizing said coils-by current differing in phase relation, a member on said vehicle coacting inductively with the magnets of said track device, a poly-phase relay associated with said member and means for'moving said relay in one direction when the phase difference in said track device is in one direction and for moving said relay in the opposite direction when the phase difference in said @track device is reversed.

9. In combination a railway track, a vehicle thereon, a ramp on said track, consisting of a plurality of magnets, a set of coils for energizing each of said magnets with current differing in'phase relation, an" inductivedevice on said vehicle coacting with said magnets and a poly-phase relay associated-with said device, means whereby said relay assumes aneutral position when the circuit of one of said ramp coils is deenergized and means whereby this relay is moved in a particular direction in response to the phase relation between the coils of said ramp.

10. 'In combination, a railway track, a vehicle thereon, a ramp on said track, consisting of three magnetic poles, a set of coils placed between said poles and energized by current differing in phase relation, a device on said vehicle havin three poles, each pole cooperating with a po e of said track ramp, a coil connected between each pair of poles on said vehicle device, whereby currents differing in phase relation are induced in said coils from the coils of said track ramp.

11. In combination, a railway track, a vehicle thereon, an iron ridge on said track, a magnet on said vehicle having a pivoted armature with an energizing coil, 2, pair of poles for said magnet, said poles arranged to pass through the vertical plane of said .track device whereby when said magnet is energized, said armature is moved on its pivot.

12. In combination, a railway track, a vehicle thereon, an iron ridge on said track, a magnet onsaid vehicle having a pivoted armature with an energizing coil, a magnetic yoke for said magnet, pole pieces for said magnet arranged to pass through the verti- 'cal plane of said ridge, said pole pieces and said track devi'ce forming an alternative yoke for said magnet whereby said armature is moved on its pivot. I

13.In combination, a railway track. a vehicle thereon, a magnetic device on said track comprising a plurality of magnetic members, a magnet on said vehicle having a pivoted armature and including a magnetic yoke with an air gap, extended pole pieces for said magnet arranged to. 'align with said 15. In combination, a railway track, a vehicle thereon, an iron plate on said track, a magnet on said vehicle having a horizontally pivoted armature, a coil or energizing said magnet, a magnetic yoke for said armature on said vehicle and a second magnetic yoke formed by said. iron plate, whereby said armature when magnetized is held in the raised position by the magnetic yoke on the vehicle and is moved to the lowered position by the magnetic yoke formed by the iron plate. 7 16. In combination,a railway track, a vehicle thereon, a magnetic device on said track, a magnet on said vehicle having a horizontally pivoted armature with an energizing coil, a magnetic yoke with an enlarged air gap for said armature, pole pieces for said magnet having an enlarged area, said pole pieces in combination with said track device, forming a magnetic yoke for said armature, alternative to the first mentioned magnetic yoke.

17. In combination, a railway track, a vehicle thereon, a magnetic device on said track, a shoe on said vehicle having poles coacting magnetically with said device, and flexible, magnetic brushes secured to said poles, said brushes making contact with said device.

18. In combination, a railway track, a vehicle thereon, a magnetic device on said track, a shoe on said vehicle having poles coacting magnetically with said device and flexible magnetic connections between said poles and said device.

19. .In a railway traffic controlling system, the combination of a railway track, a vehicle thereon, an iron plate on said track, a magnet on said vehicle having a horizontally pivoted armature. with an energizing coil, a magnetic yoke for said armature on said ve hicle and a second magnetic yoke" for said armature formed by said iron plate, means whereby a proceed effect is communicated to said vehicle when said armature responds to the magnetic yoke of said vehicle and a retarding effect is communicated to said vehicle when said armature responds to said iron plate. a

20. In combination, a railway track, a vehicle thereon, a device on said track and a device on said vehicle coacting with said track-"= device, said vehicle device associated with one element of a transformer whereby the same is moved in response to said track device, the other element of said transformer associated with a translating device.

21. In a railway trafiic controlling system, a track, a ramp on said track consisting of a magnetic plate, means for energizing said ramp, a vehicle on said track, a member on said vehicle responding to the energy in said ramp for communicating a proceed signal to said vehicle and a member on said vehicle responding to said magnetic plate for producing a stop effect on said vehicle.

22. In a railway traflic controlling system, a track. divided-into blocks, a vehicle thereon, a ramp on said track energized by currents of different phase relation, a transformer device on said vehicle responsive to said track device and a poly-phase relay operated by said transformer device.

23. Ina railway traflic controlling system, a track divided into blocks, a vehicle thereon, a ramp on said track energized by currents differing in phase relation, said currents controlled by said blocks, a transformer device on said vehicle inductively responsive to said track device, a three position poly-phase relay operated by said transformer device, said relay assuming a neutral position when said track device is deenergized and assuming either of two active positions according to the phase relation of said currents.

24. In a railway traflic controlling system, a track divided into blocks, a vehicle thereon, a device on said track energized by current controlled by said blocks, a mechanism for controlling said vehicle, a transformer device on said vehicle cooperating with said track device to bring said controlling mechanism into operation and means on said vehicle responding tothe current in said track device for preventing the operation of said controlling mechanism.

25. In a railway traffic controlling system, a track, a vehicle thereon, a signaling device on said vehicle, a device on said track, a

transformer device on said vehicle operated by said track device, a plurality of relays associated with said transformer device and an independentsecondary coil on said transformer device for each of said relays controlling said signaling device.

26. In combination, a railway track, a vehicle thereon, aramp on said track consisting ofa plurality of magnetic members, a plurality of magnetic yokes on said vehicle having pole pieces aligning with the magnetic mgmbers of said ramp, a magnetic device on said vehicle placed at right angles to said yokes and means whereby said yokes in combination with the magnetic members of said. ramp vary the magnetic circuit of said magnetic device. I

27. In combination, a railway track, a vesaid coils.

vehicle connecting said yokes, means for energizing said magnetic device and means for energizing said 0011s from said ramp.

29. In combination, a railway track, a vehicle thereon, a ramp on said track consisting of a plurality of magnetic members, a pair of magnetic yokes on said vehicle arranged to align with the magnetic members of said ramp, a device on said vehicle permanently energized by direct current and means whereby the magnetic circuit of said device is diverted through said yokes and the magnetic members of said track ramp.

30. In a railway trafiic controlling system, a track divided into blocks, a vehicle thereon, a device on said track controlled by the conditions of said blocks, adevice on said vehicle responding through said track device to said bloekjconditions for giving a proceed effect to said vehicle and a device on said vehicle responding inductively to said track device for producing a retarding effect on said vehicle.

31. In combination, a railway track, a vehicle thereon, a ramp. on said track'consisting of a plurality of magnetic members, a pair of yokes having pole pieces arranged to align with said members, a magnetic device placed transversely to said yokes, a coil on said yokes .on each side of said magnetic device, means on said vehicle for energizing said magnetic device and means on the track for energizing 32. In a railway traflic controlling system,

a track divided into blocks, a vehicle thereon,

a device on said track having magnetic members controlled by the conditions of said blocks, a device on said vehicle responding to clear track conditions in said track device, a magnetic device on said vehicle responding to the magnetic members of said track device and means whereby clear track conditions are established when said magnetic device responds'to said track device.

33. In a railway trafiic controlling system, a track divided into blocks, a vehicle thereon, a device on said track controlled by the conditions of said blocks, a. device on saidvehicle responding to clear track conditions through said track device and another device on said vehicle responding inductively to said track device and means whereby a clear bedroomdition can only be given by the cooperation of both of said devices.

34. In a railway trafic controlling system, a track divided into blocks, a vehicle thereon, a device on said track consisting of magnetic members and controlled by the conditions of said blocks, a device on said vehicle responding inductively to said track device to give a proceed signal and a device on said vehicle responding inductively to said track device to give a stop signal and means whereby the proceed signal can only be obtained by the cooperation of both of said devices.

- 35. In a railway traffic controlling system, a track divided into blocks, a vehicle thereon, a device on said track consisting of a magnetic member controlled by the conditions of said blocks, a device on said vehicle responding inductively to said track device for registering a proceed signal according to block conditions and a magnetic device on said vehicle responding inductively .to said track device to produce a retarding effect on said vehicle and means whereby the operation of the first device will detect the failure of the latter device.

36. In combination, a railway track, a vehicle thereon, a device on said track, and a device on. said vehicle, said vehicle device moved by said track device, a transformer on said vehicle having one element rigidly connected with said vehicle device, the other element of said transformer operating a translating device.

37. In a railway traflic controlling system, the combination of a railway track, a vehicle thereon, a device on said track controlled by traffic conditions, a magnet on said vehicle having amovable armature with an energizing coil and a magnetic yoke, means for moving said armature into a position to give a proceed signal to said vehicle when energized and means for moving it into a position to give a stop signal to said vehicle when energized and under the influence of said track device.

38. In a railway traiiic controlling system,

i the combination of a railway track, a vehicle thereon, a device on said track controlled by traffic conditions, a magnet on said vehicle having a pivoted armature with an energizing coil, means whereby said armature when energized-assumes a position to give a proceed efi'ect to said vehicle and when energized and under the influence of said track device,

assumes a position to give a retarding efiect to sald vehicle and when deenergized, as-

sumesa position to give a retarding efi'ect to said vehicle.- 1

39. In combination, a railway track, a vehicle thereon, a magnetic device on said track, a magnetic yoke on said veh icle arranged to come under the influence of said track dev'ic a plurality of yoke, means for transmitting an inductive circuits associated with said efiect to said track device aiiecting one of said circuits and means for receiving an inductive effect from said, track device afiecting the other circuit.

40. In combination, a railway track, a vehicle thereon, a magnetic device on said track, a device on said vehicle having a magnetic yoke arranged to come under the influence of said track ,device,'a controlling mechanism on said vehicle, a plurality of circuits associated with said yoke, one of said circuits controlling said mechanism to produce a procecd efiect and the other circuit controlling said mechanism to produce a stop effect on said vehicle. a

41. In combination, a railway track, a vehicle thereon, a magnetic device on said track, a device an said vehicle having magnetic yokes arranged to come undenthe influence of said track device, a translating device on said vehicle, means whereby said yokes receive an efiect from said track device to produce a proceed condition in said translating device and means whereby said track device produces a stop condition in said translating device through said yokes.

42. In combination, a railway track, a vehicle thereon, a magnetic device having a pair of poles on said track, adevice on said vehicle having magnetic yokes arranged to form a'circuit for the flux between the poles of said track device and to form a circuit for the magnetic flux passing along the poles of said track device and a translating device on said vehicle operated by said yokes.

43. In combination,-a railway track having magnetic devices with a plurality of poles, a vehicle on said track having a controlling mechanism, a device on said vehicle having a plurality of poles co-acting with said track devices and means for independently operating said controlling mechanism by the magnetic flux between the poles of said track devices and by the magnetic flux along the poles of said track devices.

44. In combination, a track with a vehicle 1 thereon, a block system controlling traflic on said track, a device on said vehicle responsive to said bloclrsystem, a transformer on said vehicle having primary and secondary elements mounted in'movable relation to each other, a translating device on said vehiclei the combination of a trackiwith a vehicle thereon, a block system controlling traiiic on said track, a device on said vehicle controlled by said block system, to produce a retarding efi'ect on said vehicle and an independent device controlled by said block system to'produce a proceed effect on said vehicle, theigllac complishment of said proceedeffect being dependent upon the operation of the device producing the retarding effect.

46. In a railway traflic controlling system,

the combination of a trackwith a vehicle thereon, a block system controlling traflic on said track, a device on said vehicle controlled by said-block system and controlling a circuit -to produce a proceed effect on said vehicle and an independent device .on said vehicle producing a retarding effect on said vehicle and establishing said proceed circuit when 1n I the retarding position.

47. In a railway traific controlling system, the combination of a track with a vehicle thereon, a block system controlling trafiic on said track, a device on said vehicle inductively controlled by said block system, a relay controlled by said device, a translating device having a circuit' controlled by said relay to produce a proceed effect on said vehicle and an independent device on said vehic e arranged to produce a retarding efiect on saidvehicle and controlling the said curcuit of said translating device.

{18.- In a railway traflic controlling system,

the combination of a track with a vehicle thereon, a block system controlling trafiic on said track, a device on said vehicle controlled by said block system without making physical contact with said track, a relay controlled by said device and having a plurality of energized positions, a translating device responding to the block system controlled by said relay, an indicator independent of said translating device showing when said relay moves to said. energized positions and a device on said vehicle arranged to produce a retarding efl'ect on said vehicle and-controlling said indicator.

49. In a railway trafiic controlling system, the combination of a track with a vehicle thereon, a block system controlling traflic on operated b with the pi gizing said coils. 1

] -51. In a railway traflic controlling system, a track dividedinto blocks, a track relay said track, a device on said vehicle controlled by said block system to produce a proceed efiect andan independent device producing a retarding effect on said vehicle, a translating device and means preventing the operation of said translating device to the proceed way device having a plurality of energizing coils, asource of alternating current for energizing each of said coils, means controlled by said track relay for varying the phase relation of the currents energizing said coils, a vehicle on said track having devices responding inductively to said coils and a polyphase relay selectively operated by said vehicle devices in accordance with the phase relation of said currents.

' 52. In a railway traflic controlling system, a track divided into blocks, a track relay associated with each of said blocks, a trackway device having ,a plurality of'energizing circuits, a source of alternating current for energizing said circuits, a reactance controlled by said track relay to be included in one or other of said circuits to change the phase relation of the currents in said circuits, a vehicle on said track having devices responding inductively tosa'id circuits and'a polyphase relay selectively operated by said vehicle devices in accordance with the phase relation of the currents energizing said circuits.

53. In a railway system as described, the combination, a track with a vehicle thereon, a trackway device simultaneously energized by a plurality of circuits, a source of alternating current for energizing said circuits, a reactance coil'for changing the relative phase relation of the currents energizing said circuits, means for including said reactance in one or other of said circuits, devices on said vehicle inductively responsive to 'said circuits v and a polyphase relay selectively operated by said vehicle devices in accordance with the phase relation of the currents energizing said circuits.

Signed at New York city, in the county of New York and State of New York, this 7th day of June A. D. 1921. i

JOHN S. HOLLIDAY' to said coils and a polyphase relay selectively ase relation of the currents enerassociated with each of said blocks, a tracksaid vehicle means in accordance 

